Fourth to joseph stybr



2 Sheets-Sheet I.

(No Model.)

J. SOUGEK.- FLUID PRESSURE BRAKE MECHANISM.

No. 584,065. Patented June 8,1897.

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(No Model.) 2 Sheets-Sheet 2.

J. SOUOEK. FLUID PRESSURE BRAKE MBGHANISM.

No. 584,065. Patented June 8, 1897.

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UNITED STATES PATENT rains.

JOSEPH SOUCEK, OF ALLEGHENY, PENNSYLVANIA, ASSIGNOR OF ONE- FOURTH TO JOSEPH STYBR, OF SAME PLACE.

FLUlD-PRESSURE BRAKE MECHANlSlVl.

SPECIFICATION forming part of Letters Patent No. 584,065, dated June 8, 1897. Application filed January 8, 1896. Serial No. 574,701. (No model.)

To all whom, it may concern:

Be it known that I, JOSEPH SOUCEK, a citizen of the United States, residing at Allegheny, in the county of Allegheny and State of Pennsylvania, have invented certain new and useful Improvements in Fluid-Pressure Brake Mechanisms; and I do hereby declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it pertains to make and use the same, reference being had to the accompanying drawings, which form a part of this specification, in which- Figure 1 indicates a view, partly in section, through line 20 w of Fig. 2, of my improved brake mechanism. Fig. 2 is a vertical section on line as a; of Fig. 1. Fig. 3 is a horizontal section on line q 1 of Figs. 2 and 4. Fig. .l: is the same on line 2' .2 of Fig. 3.

My invention relates to brake mechanisms, commonly-called triple valves, for arresting the motion of trains; and my object is to produce a device by the use of which air under pressure is utilized to gradually or slowly, more quickly, and with the least lapse of time apply the brakes to each car of a series of cars forming a train substantially simultaneously, whereby the momentum of the train may be arrested within the least possible period of time, and within the least possible distance of space, and with the least 3' oltin g or jarring of the rear cars against those preceding in said train.

I will now describe my invention, reference being had to the accompanying drawings, forming part hereof, in which like letters indicate like parts wherever they occur.

Referring to said drawings, 1 is a case connected to and communicating at one end with an auxiliary reservoir (not shown) and with a brake-cylinder. (Not shown.) The other end of said case is connected to and closed by a cap or chamber 2, bolted to said case 1 by bolts a a. Said cap or chamber 2 is provided with a neck or coupling 3, screwthreaded exteriorly and adapted to be connected with the train-pipe. (Not shown.) Said case 1 is subdivided by partition-walls b i) into chambers A, B, and C. In chamber 13 is seated a piston-head 4-, the stem of which projects through the partitiolrwall b, which separates said chambers l3 and A.

The piston-rod 5, which projects in the chamber A, is provided with a recess a, in which one end of the rock-shaft 6 projects, the other end of said rock-shaft resting and being secured in a similar recess (Z in the stem 7 of a valve E, which controls the passage D, said valve having a shoulder upon the upper side of the same and a small slot f on the lower side the same almost the entire length thereof. The side or face of said piston-head 4 opposite that to which the piston-rod 5 is secured and immediately opposite and in line with said piston-rod is provided with the stem 8, the lower end of which is screw-threaded and secured in the socket g in said piston-head, the other end of said stem terminating in a cone adapted to close ports h and '2 j is a spiral spring mounted on said stem between the end wall of said chamber B and said piston-head at and adapted to maintain said piston-head in contact with the front wall of said chamber B, as shown in Figs. 1 and 4: of the drawings.

Chamber C is formed partially in the case 1 and cap 2. That portion of the same formed in cap 2 is formed within an auxiliary cap or casting 9, secured within cap 2 and forced by the same against the ends of case 1. In the other portion of chamber 0, formed in case 1, is located the check-valve 10, which controls the port ll, which leads to the brakecylinder. (Not shown.) The port controlled by said check-valve also communicates with the quick-action valve 1 2,which controls large ports 13 13, opening into the train-pipe 14, one of the stems 7.", of said check-valve being connected to a shaft 15, the ends of which are connectedto said quick-action valve l2,which controls ports 13 13, which communicate with the train -pipe it, as before stated. Said valves are pressed against and close said ports by springs 14 14, the ends of said springs being respectively secured to said valves and the bolt 16. The stem 1 of said check-valve, projecting in a direction opposite to that of the stem 75, has a spiral spring at, mounted thereon between the face of said checlovalve ISO i being arranged to operate in thechannel 17 adjacent to a port 35, which is normally closed by a regulating-valve 18, around the/stem of I pass through the port, 35, the channel 1 9,and,

which is arranged a coiled spring 20. The ports and 30 are connected by a channel 19.

' The valve-guide 34 is preferably made of thecross-sectional form shown in Fig; 2'

that is, snbstantially triangular. By this construction any air escaping through the port ffrom the chamber A and auxiliary reservoir not required inapplying the brakes when making a graduated 'sto'p'and exerting,

a greater pressurethan' the spring 20 will the exhaust-port 30, although the inner end of the latter is closed by the valve The valve 33 may be of any suitable form. I

In the embodiment of the invention, herein 7, illustrated it is shown as a cylindrical plug adapted to fit tightly in the reduced end portion of thechannel '17 adjacent to the ex haust-portEO. 7

Chamber B is prov'idedwith a small recess a in the upper side, the same to enable air,

fromthe train-pipe to pass tl'irough the channel or port 21, and the opening 0 in the partition wall Z) to the auxiliary reservoir to replenish the auxiliary reservoirwith air after air has been exhausted therefrom,

The operation of my device is as follows,

viz: Normally, when the pressure of air is equal on both sides of the piston, the mechanism is as shown in Fig. 4. If a gradual and slow stop is required, a slight reduction of train-pipe pressure by the engineer enables the slightly greater auxiliary-reservoir pressure in chamber A to force the piston a slight distance rearwardly in its chamber, thus oscillating the rock-shaft a distance sufficient to Withdraw the valve-stem 7 a sufficient distance to permit air to pass from chamber A, through slot f, into chamber 0, thence to the port 11, to the brake-cylinder, enabling the air passing from the auxiliary reservoir, through the slot f, chamber 0, and port 11 to the brake-cylinder to apply the brakes gradually and slowly, producing what is commonly called a service stop. The movementof the rock-shaft above referred to allows the spring in to act and move the valve 33 into position to close the exhaustport 30 and prevent the air entering from the chamber A from passing directly to such port through the channel 17. The spring 20 is of such strength as to counteract the tendency of the air escaping through the port f to lift the valve 18, unless the pressure of such air is greater than'i't is desired to apply to the the exhaust-port.- A somewhat greater reduction of train-pipe pressure oscillates the rock-shaft agreater distance than in the pre ceding operation, withdrawing the stem or the valve 7 a distance snffioient'to bring the shoulder E in said valve-stem within chanr' ber A, opening the port Dwide to enable air topass from chamber A not through only the 'slot f, but also the larger port D, as heretofore specified, admittinga greater quantity of 'air'underpressure and a consequent quicker application of the brakes than in the preceding operation. The valve E and rod 31 are'so'related' that when the port D is within the chamber'A and open the disk 32' has been moved by the spring m across the inner end'of the channel 17 and effectually closed the same.

tion of train-pipe pressure is'made, reciprocating'the pistonits maximum movement. opening the ports h 111K125, train-pipe pressure entering through ports h and i and chamber 0, opens the valve 10, and simultaneouslythequieleaction valve 12, and thus enables the train-pipe pressure to directly en If an emergency stop is re- ,quired, a much greater ora complete exhauster the port l1,almost instantaneouslyapply 'ing thebrakes. The reservoir is again. filled and normal pressure resumed by air passing from the train-pipe lat through port 20.

through recess reopening 0, and chamber A I until the pressure becomes equal in both sides the piston-head.

' Having described myinvention, what i claim,and desire to secure by Letters'Patent. 1s-

1. In afluid-pressure brake mechanism, the combination of a casing having its interior divided into three chambers or compartments. A, B, O, communicating respectively with the auxiliary reservoir, the train-pipe, and the brake-cylinder, and ducts or passages con necting the train-pipe with the chamber (1 and connecting the last chamber with the chamber A, a valve arranged to close the passage between the chambers A, O, a piston arranged Within the chamber B, a rock-shaft having its ends connected with the stems of said valve and piston, and a valve adapted to be actuated by the piston for closing the pas sage between the train-pipe and the chamber 0, substantially as set forth.

2. In a fluid-pressurebrake mechanism, the combination with a casing having its interior divided in to three compartments, one, B, communicating with the train-pipe, another A. communicating with the auxiliary reservoir. and the third, 0, communicating with the brake-cylinder, of a piston arranged in the chamber, B, a valve for controlling the passage of fluid from the chamber A to the chamber O, a rock-shaft adapted to transmit mo- IIO ticn from the piston to said valve, a duct 01' In testimony that I claim the foregoing I I passage leading from the train-pipe to the hereunto effix my signature this 28th day of compartment 0, and a valve adapted to be December, A. D. 1895.

actuated by the piston to close the passage JOSEPH SOUGEK. [L. s] 5 from the train-pipe to the chamber B and In presence ofopen the passage between said pipe and the ALBERT J. VVALKER,

chamber 0 substantially as set forth. 0. A. YVILLIAMs. 

